Triple valve.



J. R. SNYDER.

TR'IPL VALVE..

-APPLlcAVTroN FILED $53.13. asm.

2 SHEETS-SHEET 1.

Fmn@

niarrn strains JACOB BUSH slvvnnn, or rir'rssnnerr;PENNSYLVANIA, nssieiv'on TorrTTsnUiaGfr* Am BRAKE COMPANY,"QEMTTSBURQH,IEIENNSYLVAMA; CGRPORATION or Specification of Letters Patent.

Patented Dec., et, 191W.;

Application filed'ilfbluary 13. 1914:, Y Serial 1\Io.`818,569.

To all whom t may concern.'

Be it known that l, JACOB RUSH SN-Ynnn, a resident of Pittsburgli,in thecounty of Allegheny and State of Pennsylvania, have invented a newand useful Improvement 4in rlriple Valves, of which the followingis a specification.

This invention'relates to triple-valves for air brake systems, and Ymore particularly to triple valves for 'use on freighttrains. T he valve is of thatftypewhich provides for the retarded release of the brakes andalso for what is knownas quick'service position, that is, means for venting thetrain vpipe locally at each car soas to secure the quick seria-l action of Vthebrakes throughout the train.

rlhe present'invention relates to the retarded release feature, this being secured by a simpler arrangement of ports and mechanism than with prior: valves having` the same function, and also relates to the quick service feature, theparts being.A so arranged that the venting-*of the train pipe locally at the car `and the lapping'backof the valves can beeffected with certainty'for each one of a number of successive serviceV reductions of train pipe pressure, whereas in triple valves as heretofore constructed this local ventingv can be'effected `with certainty only upon the first service reduction of train pipe pressure. The invention also provides an arrangement which gives a more pronounced ventina; effect than can be secured in prior valves of the same general type.'`

rlhe invention comprises the construction and arrange-ment of parts hereinafter described and claimed.

ln theaccompanying drawings Figure 1 is a longitudinal section through a triple valve embodying the invention, the section being taken on the line 1 1, Fig. 2, and showing the same in full release and running position; Fig. 2 is a plan view of the valve seat on a horizontal section through the seat bushing; Fig. 3 is a cross section through the valve taken on the line 3M?) Fig. 1, looking in the direction of the arrows; Fig. 4 is a fragmentary view corresponding to a portion of Fig. 1 and showing a modified arrangement for moving the valve from retarded release position; Figs. 5, 6- 7, 8, Q and 10 are diagrammatic views illustrzting the valve seat in plan and the slide valves in. horiiiontal section on the line 5 5, Fig. 1, and showing the different' positions of the valves, Fig. 5 showing the same in retarded release position, Fig in full release and running position, llig.l 7 in quick service position, Fig'Sin full service position, Fig. 9 1n service lap position, and Fig. lO'in emergency position; and F ig. 11 shows plan views of the two slide valves. l

The valve in its general form, construction and arrangement follows thestandard l/Vestinghouse and similar valves. 1t comprises a casing 1 provided at one end with a flat face 2 for connection to the auxiliary reservoir and brake cylinder, if desired, and closed at its opposite end by the cap` or head 3. ln the casing is the usual `chamber 1 in which works the piston 5 provided with a stem 6 projecting into the chamber or bore 7 of the casing and serving to actuate the slide valves. The auxiliary reservoir is con nected directly to the end of chamber', while the brake cylinder connection is at 9. The train pipe connection 10 communicates through a passage 11 with therchamber 12 in the cap or head 3, from which chamber connection is had through opening 13 with the pistonfchamber The brake cylinder connection 9 communicates through .passage 14rwith an opening 15 surrounded by valveA seat 16 surrounding the graduating stem 17. Coperating with the seat 1G and controlling communication between the train pipe chamber 12 and the brake cylinder passage 141 is the emergency valve 1S, which is normally held to its seat by spring 19. The graduating stem 17 is normally held projected into piston chamber 4 by means of spring 20, andV said stem is slidable through the emergency valve 18 and is provided with a collar 21 adapted to abut either a shoulder 22 or a shoulder 23 formed on said valve, and has a certain amount of lost motion with reference to said valve, as clearly shown, so that said stem may move a limiteddistance outwardly without affecting said valve. In the brake cylinderpassage 14 is a check valve 25, spring-seated toward the train pipe.

The bushing of piston chamber 1 is pro vided with the usual auxiliary feed groove 26. ln the chamber or bore 7 is a bushing 27 whose lower portion forms a valve seat 28 which is provided with the following ports and passages, to-witz-a port 30 near the inner end of the' seat and,communicating directly with the brake cylinder connes;

tion 9; a small port 31 adjacent to the port 30 and which may communicate with the atmosphere or with a suitable chamber, but which is shown as communicating with the port 30 through the cored-out passage or groove 32; a third port 33 located farther toward the outer end of the valve seat and communicating through a cored-out passage or groove 33d with the brake cylinder port 30-thus providing three brake cylin` der ports in all; a port 34 longitudinally adjacent the brake cylinder port 30 and communicating through passage 35 with the exhaust opening 36; another port 37 longitudinally adjacent the brake cylinder port 33 and communicating directly with passage 35 and exhaust opening 36,-thus constituting'two exhaust ports; a small port 39 near the outer end of the valve seat and communicating by passage 40 with the train pipe connection 10; a small port 41 longitudinally adjacent the train pipe port 39 and communicating by the cored-out passage or groove 42 with a small port 43 longitudinally adjacent the brake cylinder port 31.

Coperating with the valve seat are a pair of slide valves 46 and 47, both substantiallyrectangular in shape. The slide valve 46 is located between collars 49 and 50 on the piston stem 6 but does not lill the space between said collars so that the pist0n stem can move a limited distance without moving said valve. The valve 47 is held between the collar 50 and a collar 51 on said piston stem and completely fills the space between said collars so that it moves at all times with the main piston.

The valve 47 is provided in its lower face with a large cavity 53 and a smaller cavity 54, both extending longitudinally of the valve and located on opposite sides of the center line thereof. Said valve on its lower face is cut away on one of its outer corners, as at 55. The valve 46 is likewise provided with two longitudinal cavities 56 and 57, located on opposite sides of the center line of said valve and also has its lower face cut away on one of its outer corners as at 52.

The valve 46 at its inner end is arranged to be contacted by a projection 58, which extends beyond the collar 49 on the piston stem from a head 59 on the inner end of a plunger 60 which is slidably mounted in a guiding yoke or cage 61 secured to the inner end of casing 1, and which plunger is normally pressed inwardly by compression spring 62. This plunger and spring are for the purpose of moving the main slide valve 46 outwardly from retarded release to full release position when the main piston and stem move outwardly, as will be hereinafter described.

Fig. 4 shows a modification for moving the main slide valve outwardly 'from retarded to full release position. In this position the main slide valve 46 is bored out to provide a chamber in which is a compression spring 64 which bears against the inner end of a plunger 65 which projects loosely through the end of the valve and is adapted when the valve moves from full release to retarded release position to contact with the bushing 66 in the inner end of the casing 1 and compress the spring 64.

The valve described has six positions, as follows:-

1. Retarded release position, shown in Fig. 5. This is the position assumed upon increase of train pipe pressure to release the brakes, which increase of train pipe pressure is so great that it cannot feed through the feed groove 26 with sutlicient rapidity and as a consequence of which the piston 5 is moved entirely inwardly (to the left in Fig. 1), thereby compressing spring 62 (or in the modification of Fig. 4 compressing spring 64), and bringing the two slide valves to such position that the cavity 56 in the valve 46 connects brake cylinder port 30 with exhaust port 34. Cavity 56 is narrow and consequently this releases the brakes slowly. The cut away corner 55 of valve 47 has also slightly uncovered train i e ort but with a ver 7 small oiening. a .l l

so that train pipe pressure gradually flows in on the auxiliary reservoir side of piston 5, and builds up the pressure on that side of the piston until it is sufficient, together with the spring 62 (or spring 64) to move the piston 5 outwardly to the next position to be described.

2. Full release position, shown in Figs. l, and 6. This position can be assumed by the valve either by admitting air so slowly into the train pipe that it will leak through the feed groove 26 sufficiently rapidly to prevent the triple valve from going to retarded release position; or this position is assumed by movement of the triple valve from retarded release position above described. When the piston 5 moves outwardly, as above described, it carries with it the slide valve 47 to establish communication through cavity 53 between brake cylinder port 33 and exhaust port 37. As eavity 53 is large, this results in a quick release of the brakes. At the. same time the spring 62 (or the spring 64) moves the valve 46 ontH wardly to break the connection between brake cylinder port 30 and exhaust port 3l.

Tt will be further observed that in full release (or in normal running) the cavity 57 in valve 46 has connected brake cylinder port 31 with the small vent port 43 and train pipe port 39 is blanked.

3. Quick service position. lshown in Fig. 7. This is the position the valve takes under service reductions of train pipe pressure in moving from full release position to vfull service position. ln'this position the valve 46 has been slightly 'moved, but'not sulii ciently to break the connection between brake cylinder port 31 and vent port 43. The slide valve 47 has, however, been moved suliciently to cause its cavity -l to connect vent port 4l with train pipe-port 39. Consequently air will flow'ir'rom the-train pipe through port 39. cavity 5st, port 1li, passage l2, port 43, cavity 57, to brake cylinderport 8l, thereby venting` the train pipe at the ear and securing a sul'licient reduction o1 train pipe pressure at eachV car to insure the quick serial action of the brakes throughout the train. In this position the valves 16 and 47 cover all three o'l the brake cylinder ports 30, 3l and 38, so that there is no communication whatever between the reservoir and the brake cylinder, but thetentire quick service braking eilect is secured by air vented from the train pipe. Consequently, the'train pipe port 39 may be made larger than in prior valves, where the auxiliary reservoir is also vented to the brake cylinder in quick service position; thereby reducing,- the liability of this port clogging` under service conditions. Furthermore, by venting only train pipe air to the brake cylinder in quick service position a more pronounced local reduction in train pipe pressure is secured at each valve, and on a long train the valves are consequently more quickly responsive to small reductions in train pipe pressure. The outward movement of the valve is checked by the piston 5 abutting` against the graduating stem 17, whereupon the resistance offsprine` 20 is encountered and checks the outward movement of the valves until a further reduction of train pipe pressure on the outer 'lace of piston 5 is brought about by venting the train pipe, as `just described. This pause is of appreciable time, suilicient to secure an appreciable and pronounced reduction of train pipe pressure at the car,

and as soon as this reduction in trainfpipe pressure is effected the piston and valves almost immediately move to the position next to be described.

4. Full service position, shown in Fig. 8. The continued outward movement `of the piston 5, as just described, compresses spring 9.0 and continues until the collar 2l on the graduating stem abuts the shoulder 23 on the emergency valve sleeve, whereupon the resistance of spring 19 is encountered and the piston and valves come to rest in such position that both brake cylinder ports 30 and 33 are uncoverechand the vent and eX- haust ports are closed Consequently air rushes from the reservoir to the brake cylinder and applies the brakes as an ordinary service application.

The length of time Vthe valve remains in service position depends upon the amount of train pipe reduction, forv as soon as the pressure on the inner face of piston 5, due to feeding the brake cylinders as described, drops so that it is nearly equal to train pipe pressure, the Atension of the spring 20 acting,` on graduating` stem 17 pushes the piston 5 and slide valves back to the next position, to-witz- 5. Service lap position, shown in Fig 9, in which the slide valve 4&7 is moved inwardly to cover brake cylinder port 33, while the lost motion valve 46 is also moved inwardly to cover brake cylinder port 30. ln the usual quick service triple valves two lap positions are provided, full service lap and quick service lap. Under some circumstances, as when the piston in the equalizing reservoir sticks, both valves, on an initial service reduction, jump clear over to full service position, moving` so rapidly as to practically omit the quick service feature. lVhen this occurs, the valves lap back only to full service lap position, and not to quick service lapposition. Consequently, although the equalizing' piston may move properly on the next service reduction, it is impossible to secure serial action on the brakes. ln the present valve, both valves are moved inwardly, after a service reduction, the lost motion valve 6 being moved inwardly a lesserl distance than the other valve, but nevertheless being moved inwardly suliiciently far so that its cavity 57 can connect brake cylinder port 3l to vent port 43. The

valves lap back to this same position from both quick service and full service positions.

VConsetuentl7 when train )i ae ressure is la again reduced after the initial reduction the piston 5 moves outwardly. The first movement of valve t7 causes its cavity 54 to connect vent portal with train `pipe port 39, thereby securing a quick service application of the brakes and a pronounced local. reduction of train pipe pressure at the car, and thereby producing1 serial action of the brakes, and after train pipe pressure has been reduced suliiciently iiar the valve continues its outward movement to full service position. As a consequence of this the valve described is capable of securing the quick serial action of the brakes throughout the train upon all service reductions of train pipe pressure, whereas, with prior types of triple valves the valves would `only assume the quick servicel position with certainty upon the initial service reduction of train pipe pressure. In order to insure the movement oi' both the main or lost motion valve -LG as well as the graduatine,` or non-lost motion valve 17, back to lap position, lthe graduatingstem 17 projects farther than usual into the main piston chamber, as described, and the spring 20 is made comparatively long and very light. so that it becomes compressed when the valve mechanism moves to full service position, and its expansion is available to move the piston back suilicientlv far to move the lost motion valve Ll-G as well as the non-lost motion valve 47.

By the arrangement described the valve is enabled to secure quick serial action of the brakes throughout the train, by each and every one of a series of successive service reductions of train pipe pressure.

6. Emergency position, shown in Fig. 10. This position is assumed upon a sudden material decrease in train pipe pressure from any cause, which causes the piston 5 to move outwardly with such force that it not only compresses spring 20, but when the collar 21 abuts against the shoulder 23 of emergency valve sleeve the spring 19 is also compressed. As a consequence the emergency valve 18 is kicked from its seat, and allows train pipe pressure to rush from chamber l2 through passage let to the brake cylinder, unseating the check valve 25 in its course. This secures a sudden additional reduction of train-pipe pressure at the car and insures the serial action of the brakes throughout the train. As soon as brake cylinder pressure has been built up to equal that of the train pipe the check valve 25 closes.

ln this movement the slide valves have assumed the position shown in Fig. 10, in which brake cylinder ports 30 and 3l are fully uncovered and brake cylinder port 33 is partly uncovered, allowing a large flow of air from the auxiliary reservoir to the brake cylinder which, added to the air coming from the train pipe, insures a strong application of the brakes.

An emergency application can be brought about from any position of the triple valve, by making a sufficiently sudden reduction in train pipe pressure.

The valve described is of simple construction and secures all of the usual functions of modern freight triple valves, as well as providing for the quick serial action of the brakes throughout the train upon each one of a number of successive reductions in train pipe pressure.

What I claim is l. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and valve mechanism actuated by said movableI abutment and arranged to vent the train pipe before establishing communication between the reservoir and brake cylinder in moving from either release or service lap positionto full service position.

2. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and valve mechanism actuated by said movable abutment and ar 1anged to connect the train pipe to the brake cylinder before establishing communication between the reservoir and brake cylinder in moving from either release or service lap position to full service position.

3. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated by said movable abutment and comprising two valves, one having a lost motion connection with said movable abutment, means arranged on equalization of pressure after service reduction to move both valves toward release position, and ports arranged whereby on movement from lap to service position the train pipe is vented before establishing communication from the reservoir to the brake cylinder.

Il. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated by said movable abutment and comprising two valves, one having a lost motion connection with said movable abutment, means arranged on equalization of pressure after service reductions to move both valves toward release position, and ports and cavities so arranged that in moving from lap to service position the train pipe is connected to the brake cylinder before communication is established between the reservoir and brake cylinder.

5. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated by said movable abutment and comprising two valves, one having a lost motion connection with the movable abutment, a spring arranged to be compressed when the valve moves to service position, whereby upon equalization of pressure on the two sides of the movable abutment, said spring secures thel movement of both valves to 'ard release position, and ports so arranged that in again moving from lap to service position the train pipe is vented before communication is established between the reservoir and brake cylinder.

6. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated by said movable abutment and arranged to establish communication between the auxiliary reservoir and brake cylinder and the brake cylinder and the atmosphere, and having a normal open position for said exhaust and another position for retarding the release, said valve mechanism including tandem valves,

one havingf lost motion connection with said movable,y abutment and controlling the retarded release of the brakes and the other controlling the exhaust infull release position, and yielding means acting directlyon the lost motion valve to move the same from retarded release position.

7. A triple valve having connections to the train pipe, a brakel cylinder, a reservoir, and the atmosphere, a movable abutment actuated byvariations in train pipe pressure, valve mechanism actuated by said movable abutment and arranged to establish communication between the auxiliary reservoir and brake cylinder and the brake cylinder and the atmosphere, and having a normal open position for said exhaust and another position for retardiiig the release, said valve mechanism including a valve movable at all times with said movable abutment and arranged in retarded release position to open a small vent from the train pipe to the reservoir side of the movable abutment and also including a valve having a lost motion connection with said movable abutment and controlling the retarded release of the brakes7 and yielding means acting on said last named valve to move the same from retarded release position.

8.` A triple valve having connections to thel train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, valve mechanism actuated by said movable abutment and arranged to establish communication between the auxiliary reservoir and brake cylinder and the brake cylinder and the atmosphere, and having a normal open position for said exhaust and another position for retarding the release', said valve mechanism including a valve movable at all times with said movable abutment and arranged in retarded release position to open communication from the train pipe to the reservoir side of the movable abutment and a valve having a lost motion connection with the movable abutment, a spring-pressed plunger arranged to be moved by the movable piston when the latter goes to retarded release position, and projecting means between said plunger and said lost motion connection. valve arranged when `the movable abutment moves to full release position to move said lost motion valve with said movable abutment.

9. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and valve mechanism actuated by said movable abutment and including two valves having coperating cavities arranged on each of several successive reductions in train pipe pressure to vent the train pipe moving to full service position in a position in which communication between the reservoir and brake cylinder is cut oli.

l0. A triple valve having connections to the train pipe, a brake cylinder, a reser-` the train pipe and then establish communication between the reservoir and brake cylinder.

1l. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and valve Vmechanism actuated by said movable abutmentand including two valves having coperating cavities arranged on each of several successive reductions in train pipe pressure to connect the train pipe to the brake cylinder in moving to full service position in a position in which communication between the reservoir and brake cylinder is cut oil'.

12. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a. movable abutment actuated by variations in train pipe pressure, and valve mechanism actuated by said movable abutment and arranged in moving from either release or service lap position to full service position to lirst connect the train pipe directly to the brake cylinder and then establish connnunication between the reservoir and brake cylinder.

13. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abut-v ment actuated by variations in train pipe pressure, and. valve mechanism actuated by said movable abutment and coperating with a seat having ports and arranged when operated to establish communication between the auxiliary reservoir and the brake cylinder and between the brake cylinder and atmosphere, said valve mechanism being also arranged on each of a series of service reductions in train pipe pressure to vent the train pipe through said seat before establishing communication between the reservoir and brake cylinder.

14. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and valve mechanism actuated by said movable abutment, said valve mechanism having a quick service position in which the train pipe is vented, a full service position, and a single lap position, to which the valve is moved from either quick service or full service position.

l5. A triple valve having connections to the train pipe, a brake cylinder, a reservoir, and the atmosphere, a movable abutment actuated by variations in train pipe pressure, and Valve mechanism actuated bv said movable abutment, said Valve mechanism having a quick service position in which the train pipe is Vented to the brake cylinder, a full service position in which the reservoir is connected to the brake cylinder,

and a single lap position to which the valve 10 is moved from either quick service or full service position.

In testimony whereof, I have hereunto set my hand.

JACOB RUSH SNYDER. itnesses ELBERT L. HYDE, GLENN H. LERESCHE.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of.' Patents,

Washington, D. C. 

